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3 Sheets-Sheet 1.

(No Model.)

J. F. CARPENTER. AUTOMATIC ELECTRIC AIR BRAKE.

Patented Mar. 22, 1887.

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(No Model.) 3 Sheets-Sheet 2.

J. F. CARPENTER.

AUTOMATIC ELECTRIC AIR BRAKE. N0.-359.593 Patnted Mar. 22, 1887.

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3 Sheets-Sheet 3.

(No Model.)

J P. CARPENTER. AUTOMATIC ELECTRIC AIR BRAKE.

wmm l .1 IMWM I V 7m Patent ed Mar. 22, 1887'.

f VIIIIIIIIII/ WITIJESSES 'W HT H 4 To allwhom it may concern:

Be it known that I, J. FAIRFIELD CARPEN- TER,.a citizen of the United States, residing at the city of Berlin, in the Kingdom of Prussia, German Empire, have invented certain of time occurred between the setting of the brakes on the cars.

binations of a valvewith pneumatic brake larly set forth and claim. i In the accompanying drawings, in the several figures of which like parts are similarly designated, Figure 1 is a sectional view illustrating my invention as applied to the Testinghouse automatic brake. Fig. 2 is a similar view of my invention applied to the ordinary English and European vacuum-brake system. Fig. 3 is a similar view of my invention applied to the Eaxnes vacuum-brake system. Fig. 4 is avertical section ofone form of coupling;Fig-. 4, a similar view of another form of coupling. Fig. 5 is a sectional elevation showing my invention applied to a combined reservoir and brake-cylinder. Figs. 6 and 7 are sectional views of two forms of my valve. Fig. 8 is a sectional view of my two-valve electro-pneumatic-brake system. Fig. 9 is a sec- .tional view ofanother form of my valve. Fig. l0 shows in front, side, and top view a form of cock for controlling the air and electric systems. Fig. 1]. is a section and plan of another form of coupling; and Fig. 12 is a side elevation of the air-pipe cut-off cock, showing the arrangement of the electric conductors thereon. In practicing my invention I make use of any of the well-known systems of pneumatic brakes or of modifications thereof, and in ap- UNITED STATES;

new and useful Improvements in Automatic cars coming in contact if any appreciable lapse The invention consists in a valve or valves of peculiar construction; also, of novel commechanism, all as I will hereinafter particu PATENT Erica;

J. FAIRFIELD CARPENTER, OF BERLIN, GERMANY.

AUTOMATlC ELECTRIC AIR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 359,593, dated March 22, 1887.

Application filed November 10,1886. Serial No. 218,501. (No model.)

plying my invention thereto I am enabled to operate the brakes by electricityor'by the use of the motorfluid, or by employing both simultaneously.

I will first describe the construction of my valve and then proceed to describe several modes of applying it in pneumatic-brake systems; and, first, then, as to the valve. Referring to Figs. 6, 7, and 9, wherein the details of the valve are illustrated, I have shown said valve having as essential features an outlet to the external atmosphere, communication with the line of pipes for conveying the motor-fluid from one car to another, and an electricallvoperatedvalve. In Fig. 7 the simplest form of this valve is shown, and it comprises ashell, 1, of suitable shape,having nipples b b, for connection with the pipes, and provided with an outlet, 2, to the external atmosphere. The inner face, 3, of this outlet is formed as a valve-seat, and within this outlet,

and seated upon said seat, is a winged valve,

a. The stem of this valve a is extended up 4 into the shell, and is provided with a metal plate, 6, made fast thereto, and the valve is kept seated normally by means of a coiled spring, 4, bearing upon the plate 0. Suspended within the shell- 1 is a magnet, (I, having suitable connections, 5, with a source of electricity. This magnet,when energized, attracts the plate e and unseats or lifts the valve c to open communication to the atmosphere. The plate 6, therefore, is, in fact, an armature, and will be so referred to hereinafter.

I prefer to use a dynamo or battery on the engine as the source of electricity, and I pass conductors, if desired, through the lines of pipes, so as to make a circuit throughout the train, and I put these immediately under the control of the engineer. Now, if a train be equipped with the Westinghouse system of automatic air-brakes, comprising the usual main reservoir, air-compressor, and the customary appurtenances on the engine, together with the usual lines of pipe and the brake cylinder, auxiliary reservoir, and triple valve for each car, my valve may be applied to opcrate the air system to set and release the brakes. I have shown such combination in Fig. 1. a may represent my electrically-operated valve arranged in the branch pipe con- 1 necting the main pipes with the triple valve b A is the brake-cylinder, and B the auxiliary reservoir. The operation of this form of brake mechanism, being perfectly well known, need not be further described; but it needs to be said that the vaLve a being placed in a pipe normally under pressure, is operated by the application of the electric current to the magnet therein to unseat the valve a and permit the escape of the pressure into the atmosphere. This, as understood, minimizing or taking off the pressure from the under side of the piston in the triple valve, opens the outlet from the auxiliary reservoir to the brake-cylinder and applies the brakes. \Vhen the electric circuit is broken, the valve a is seated, and, the pipe-lines being thus closed, the fluid-pressure can be reestablished at any time, raising the triple valve, thus releasing the brakes and recharging the auxiliary reservoir.

Operating the valve a. in Figs. 2 and 3 in the vacuum systems therein shown, so as to let the air into the main pipes, will serve to set the brake in the usual way, and by letting out the air the brakes will be released as usual. Now, in all of these three systems of operating brakes by pneumatic pressure in conjunction with my electrically-operated valve it is possible to work the valves electrically or pneumatically, or by a combination of the two; hence a train equipped with my apparatus can be held under the most perfect control at all times, no matter what the number of cars composing it nor the grades on which it is travellug.

Agood form of cock for controlling the elec tric circuit and the fluid-pressure is shown in the three views of Fig. 10. The internal mechanism of this cock is as usual. Its handle an, however, is provided with a spring-lever, 00, which engages a notch in the head of the plug to lock said lever to the plug, and cause the plug to turn with the lever when it is moved, it being understood, of course, that when said lever .ris disconnected from the notch the handle a: is free to turn without turning the plu The handle a: has an electric contact-piece, 05", which finds its counterpart ,at m on the cockshell, and said contact :0" is connected with the circuit-wires including the electromagnetic valves. Now,itwillbescenthatwhenthcvalvcs are to be operated electrically, the handle a: is disconnected from the plug and contact made between contacts so and m to close the circuit and open the valves. So, also, it will be seen that when the plug is to be operated to control the fiuid-pressure, the handle is turnedjust short of bringing the contacts against each other; and, again, when electricity and fluidpressure are to be combined for operating the valves, then the handle as is connected with its plug and the contacts 00 x brought against each other, the plug being at such times closed ,and the electric-circuit also closed.

In coupling a brake system in accordance with my invention I prefer to run the electric conductors through the air-pipes and to utilize the metal heads of the couplings as electric conductors. I therefore connect the wires with the metal heads in such way as that when ductors; and in this connection I may also describe my mode of carrying the conductors around the cock usually placed in the ends of the air-pipes to close them when the train is to be broken up. I lead the wires through the rubber hose, and where the hose isjointed to the coupling I let the wires project between the hose and the coupling and extend outside of and around the cock; or the wires may be passed out through the metal connect-ions through hollow screws,as indicated at the lefthand side of Fig. 12. When the hose has to be renewed, the wires are disconnected at the side screws, having only a buttconnection, and then a new piece supplied with wires, being brought into position, the projecting ends of the wires may be readily connected by any unskilled person to the projecting ends of the wires left connected with the cock.

In Fig. 6 I have shown a valve which is designed to subserve the purposes in some relations of both my valve, already described,and-

the triple valve. In this valve the inlet I) and outlet (1 will usually be at difierent altitudes, and on the stem 9 of the valve I arrange a piston or diaphragm, f, supporting it by means ofaspri11g,f,in aposition which normally shuts off communication between the inlet and outlet. The magnet d and the armature c are arranged with relation to the valve a substantially as in the other form shown in Fig. 7, and so far as the operation of opening and closing the outlet to the atmosphere is concerned this valve is the same as that shown in Fig.7; but the piston or diaphragm f forms another opening or port, and under certain circum" stances avalve, as I will now describe. \V hen. the armature c is lifted and the valve (1 thereby unseated, it will be noticed that the head 9 is raised from the opening in the piston or diaphragm f, allowin g the air to escape through said piston into the air. \Vhether the port 2 be closed or not, if at any time the pressure on the upper side of the piston or diaphragm f is greater than the pressure on its under side, then said piston will be moved downwardly to uncover its opening and admit the incoming air below it and into the reservoir or brakecylinder, as the case may be, so that by the use of this valve not only can the brakes be applied and held, but at the same time the sup: ply of iiuid-prcssu re to the reservoir can be replenished.

In order to facilitate distinguishing thetwo forms of valves shown in Figs. 6 and 7, respectively, I have designated such valves 1) and F. respectively.

In Fig. 5 I have shown a form of brake apparatus for use especially in conjunction with the valve D. A represents the brake-cylinder; B, the reservoir; vO, a piston, and E a and then passing over the same (the cupped leather packing of the piston offering little resistance in this direction) fills the auxiliary reservoir B. If, now,an electric currentis sent through the magnet, the whole valve mechanism a cf 9 will be lifted, so that the pressure in the cylinder A will escape through the opening 2 and the compressed air in the reservoir B, which cannot return over the piston O, (the leather in the piston being cupped the other way,) will expand, forcing the piston Otoward the other end of the cylinder and applying the brakes. If instead of the electric current airpressure had been let out of'the main pipe Z, the piston or diaphragm f, together with the valve a, would have been lifted by the pressure under it from the cylinder A, and the air from the cylinderA would have escaped through the port2, effecting the same result as before. In either case, to release the brake freshipressure from the engine moves down the piston f, and, the valve to being closed, enters the cylinder A through pipe b and, driving back the main piston G, releases the brake, as has been shown. Thus the brake arrangement shown in Figs. 5 and 6 is capable of being applied by air-pressure alone, by electricityalone, or byboth combined. This form of apparatus, therefore,could be used on \Vestinghouse trains, whet-her the same were fitted with the additional electrical apparatus above described or not. In long trains, however, and also where quickness of action and minimum of air consumption and the ability to brake down long grades without once releasing the brake are desiderata, the

apparatus shown in Fig. 8 possesses special advantages. In this form of apparatus a brake-cylinder, A, is used, and also an auxiliary reservoir, 13, and connections with the main pipe Z, and Iemploy between the main pipe and the auxiliary reservoir my valve D, and connect said valve D at its opening 2 by means of a branch pipe, Z, with the inlet to my valve F, which valve F, I interpose between said branch pipe and the brake-cylinder in substantiallythe arrangement shown. In this form of apparatus each valve is supplied with an independent electrical circuit for operating the same. Now, it will be seen that by working the valve D eitherby electricity or air, or both, the pressure in the auxiliary reservoir will pass into the brakecylinder and operate the brake, and that during this operation the air will pass from the main reservoir at the engine through the valve D into reservoir B, thus keeping up the pressure therein without in the least disturbing the flow of air from the reservoir B through the branch pipe and valve E into the brake-cylinder, so that the brakes may be held on or set for any length of time on long downgrades; and this feature I believe to be one of great importance in the operation, more especially of freight trains supplied with automatic pneumatic brakes. Heretofore it has been customary to release the brake periodically, in order to replenish the auxiliary reservoir. \Vith this arrangement no auxiliary brakes-such as steam or vacuum'are needed on the engine.

In the form of apparatus shown in Fig. 8 to release the brakes, the valve D is closed and the valve F is opened, whereby the air-press "c and c, the latter arranged to rise and fall within a recess, 6, made in the face of the main armature, and between the main armature and the part e, I interpose springs e, which normally hold the plate 6 elevated. I also employ two magnets, d and (Z the former arranged to cooperate with the plate 6 and the latter to cooperate with the plate 6; but I place these two armatures in one and the same circuit, and, inasmuch as the springse normally hold the plate 6 somewhat above the level of the upper face of the plate 6, the magnet (Z in point of time operates somewhat in advance of the magnet d, and hence gives a preliminary lift to the valve, which is completed by the magnet (Z, thereafter acting upon and lifting the armature e. In this way the lift of the valveis divided between these magnets, thus reducing the distance of the mag nets from their armatures by one-half and greatly increasing their power. The stem of the Valve extends up through the plates 0 and e, and is surrounded by a sleeve, 6, and provided with a head or nut, 6 The sleeve 6 rests upon the plate 6 within the recess e, and the plate 6' encircles said sleeve. The plate 0 acts directly upon the head e to lift the valve, while the plate 6 acts upon the sleeve 6* for the same purpose, the said sleeve bearing on'its upper surface against the under surface of the said head 6 Referring to Figs. 4, 4t, and 11, it should be said that the act of coupling up the hose makes electrical contact on both lines of conductors or wires. The conductor m is completely insulated from the coupling in any well-known way, while the conductor a is in electrical contact with the coupling, but insulated from the air-pipes by being carried through the rubber hose 1). A

It may be here remarked that the passing of too IIO

the conductors around the stop-cock, as shown in Fig. 12, is useful when automatic couplings are not used.

\Vhat I claim isl. A valve for automatic pneumatic brakes for railway-cars, comprising a suitable shell having an inlet and outlet and an opening, 2, to the atmosphere, a valve seated in said opening and provided with an attached plate, 0, which serves also as an armature, and a magnet arranged in an electric circuit, substantially as described.

2. A valve for automatic pneumatic brakes for railway-cars, comprising a suitable shell having an inlet and outlet and an opening to the atmosphere, a valve seated in said opening, an armature connected to said valve and consisting of two independent but connected plates, and magnets for operating said twopart armature independently, and an electric circuit in which said magnets are arranged, substantially as described.

3. A valve for automatic pneumatic brakes for railway-cars, comprising a suitable shell having an inlet and outlet and an opening to the atmosphere, a valve seated in said opening and provided with a plate, which serves also as an armature, and a magnet arranged in an electric circuit, and a piston or diaphragm interposed between the inlet and outlet between the armature and the opening to the atmosphere, substantially as described.

4. A valve for automatic pneumatic brakes for railway-cars, comprising a suitable shell having an inlet and outlet and an opening to the atmosphere, a valve seated in said opening to open and close it, a piston or diaphragm interposed between said inlet and outlet and pro vided with a port, a' valve in said port connected with the valve in the opening to the atmosphere, and one or more armatures eonnected to said valve, and magnets arranged in the electric circuit, the whole adapted to be cylinder and a reservoir, combined with the main air-pipes, an electro-pneumatic valve interposed between said reservoir and main airpipes and opening into a branch pipe extending to the brake-cylinder, and a second electro-pneumatie valve inteposed between the brake-cylinder and the first-named valve, and independentelectric circuits for the said valves, substantially as described.

6. In a pneumatic-brake system, a brakecylinder and reservoir and the main line of air-pipes, combined with a valve, D, interposed between the reservoir and air-pipes and having a valve arranged in a piston or diaphragm for admitting air from the main air-pipes into the reservoir, and a second valve arranged in the outlet communicating directly with the brake-cylinder to permit the flow of air from the reservoir to the brake-cy1inder to set the brakes, and a valve, F, interposed between the brake-cylinder and the first-named valve to release the brakes, substantially as described.

7. I11 an electro-pneumaticbrake system, a reservoir and brake-cylinder, main air-pipes, one or more electropnenmatic valves in said air-pipes and interposed between the reservoir and brake'cylinder, and an open electric circuit, combined with a regulating-cock arranged in'said air-pipes and electric circuit and having a contact-point of the circuit-wires, and an operating-handle detachably connected with the plug of said cock and adapted to be disconnected from the plug and be brought into metallic contact with the contactpoint of the cock to close the circuit without moving the air-cock, and to be connected to the plug to operate it to control the supply of air with out closing the electric circuit, and also adapted to be connected with the cock and close the circuit to put in use both the electric circuit and the air, substantially as described.

Berlin, October 27, 1886.

J. FAIRFIELD CARPENTER.

\Vitnesses:

13. R01, M. \V. MOORE. 

